Articulating gable-bottom cars



June 27, 1961 H. F. FLOWERS 2,989,929

ARTICULATING @ABLE-BOTTOM CARS Filed Dec. 5, 1958 4 sheets-sheet 2 FIG. 3.

FIG. 2.

HNRY FORT FLowERs 8 INVENT OR mgm/m ATTORNEYS June 27, 1961 H. F. FLOWERS 2,989,929

ARTICULATING @ABLE-BOTTOM CARS Filed Deo. 5, 1958 4 sheets-sheet s HENRY FORT FLOWERS *1 INVENTOR ATroRNEYs H. F. FLOWERS ARTICULATING CABLE-BOTTOM CARS June 27, 1961 Filed Dec. 5, 195e United States Patent Ece p 2,989,929 Patented June 27, 1961 2,989,929 ARTICULATING GABLE-BOTIOM CARS Henry Fort Flowers, Diierential Steel Car Co.,

Box 238, Findlay, Ohio Filed Dec. 5, 1958, Ser. No. 778,453 7 Claims. (Cl. 10S-4) The invention to which the following description relates is in an articulated axleless train of gabie-bottom cars. Trains made up of gable-bottom cars are advantageous in transporting material of various kinds, particularly for work in mines. By using gable-bottom cars, it is of course possible to discharge from both sides, leaving the track clean. The discharge is over the full length of the car, so that the load is distributed evenly. This is particularly useful when lling loading pockets at underground hoisting stations. Under such circumstances Vthe car does not have to be tilted, and discharge occurs on unlatching the doors and without other attention.

The application of the axleless principle to the gablebottom type car is believed to have exceptional advantages in such circumstances.

One of the objects of this invention is to provide a three-point suspension for each individual car body of the gable-bottom type, suitable for assemblage of an articulated train of dump cars.

This has the advantage of reducing to the minimum the angle of attack of tandem wheel iianges on the rails, thus minimizing friction and the chance of derailment.

By the use of axleless trucks it is possible to prevent slippage of wheels in an articulated train when traveling on a curved track.

A further object of the invention is to simplify the overail dimensions and Weight for the truck construction of an articulated train of gable-bottom cars.

A still further object of the invention is to materially increase the maximum capacity for cars of given over-all dimensions with gable-bottoms.

Among the objects of my invention is also to provide an articulated train of mine cars in which the load is dumped clear of the rails so that succeeding cars can pass without obstruction by the dumped load.

It is an object of this invention to provide a gablebottom car suitable for articulated use which eliminates the need for separate couplers and draft gears between the cars.

It will also be found that I have provided an improved iixed upper side construction for gable-bottom cars.

The invention includes also the .provision of an improved method of suspending outwardly swinging doors on gable-bottom cars.

Incidental to the invention is the provision of an improved method of double-sealing the bottom of the swinging side doors to the gable-bottom slope sheets.

These and other objects and advantages will be apparent from the following description of the preferred form of my invention as illustrated on the accompanying drawings in which:

FIG. l is a side elevation of two gable-bottom car units of an articulated, axleless train.

FIG. 2 is an end .elevation of one of the cars showing the side doors in closed position.

FIG. 3 is an end elevation showing the doors in opened position.

FIG. 4 is a transverse vertical cross-section taken on the line 4-4 of FIG. l, showing the doors in opened position;

FIG. 5 is a plan view of the cars and FIG. 6 is a plan View of the cars when on a curved track.

Each articulated gable-bottom dump car is formed with a body 11. This is mounted at one end on a pair of tandem trucks, while it is tted at the other end with a pivot for attachment to the adjacent car above the truck of the latter.

The body of the car is yformed of two side sills 12, 12., which are connected at one end by a bolster plate 13.

The bottom of the car consists of two gable sheets 14, 14. These are fastened together at their inner upper side edges and at their bottom edges rest upon the side sills 12. The side sills support the ygable sheets throughout their length and thus reinforce them.

An end sheet 15 is attached .to the bolster plate 13, and the adjoining edges of the gable sheets 14, 14. A tandem truck 16 supports the bolster plate 13.

The opposite end sheet 17 of the car is attached to .the slope sheets 14, 14. On the outside of the end sheet 17 there is a lbracket 18, from which a pivot pin 19 is suspended.

Side sheets 20, 20 run `between the end sheets 15 and 17 to which they are attached. The side sheets 20, 20 extend from the top of the body downwardly to a midpoint substantially opposite the juncture of the gable sheets 14, 14.

To reinforce the top edges of the end sheets 15 and the side sheets 20, they are provided with angles 21, the side edges of the angles preferably being welded to the associated sheets. ,A lower angle piece 22 has its long upper side 23 welded to the inside of the side sheet 20 slightly above the lower edge of the latter. The short, lower side 24 of the angle 22 is spaced slightly inward from the plane of the side sheet 20, thus forming an open gap 25.

Transverse reinforcing bars 49 cross the inner surface of the end sheets 15 and 17 and connect the top edges of the gable slope sheets 14, 1410 the angles 22. Additional bars 50 connect the peak of the gables to the reinforcing angles 22 at intermediate points.

Each side of the car is provided below the side sheets 20 with a swinging side door 26. This door consists `of a plate 27 having end flanges 28, 2S, beyond the end sheets 15 and 17. At the upper end of each ange 28, a hinge pin 29 projects through the adjoining edge of the end sheets 15 and 17.

The use of intermediate hinges is avoided, since the upper edge of the side door 26 iits within the gap 25, and the angle side 24 thus forms a continuous bearing support for the side door during the opening movement.

There is an arcuate opening 30 in each end sheet above the hinge pin 29. This permits the upper edge of the Vside door 26 to move into the gap 25 in the opening movement.

There vis a lower reinforcing angle 31 attached tothe inner wall of the side door 26 slightly above the points .of juncture between the latter and the slope sheet 14. This angle 31 approaches the slope sheet 14 in advance of -the meeting between the side door and the slope sheet. In this way the angle 31 holds back large objects, so that a tight sealing engagement is assured between the lower edges of the vslope sheets 14 and the side doors 26. 1n its innermost position `the angle 31 is close enough -to the slope sheet 14 to hold back the load.

To control the opening and closing of .the side doors 26, any one of several commonly known means may .be used, ranging from simple latches at the bottom to Vthe toggle arrangement shown Yin the drawings. This toggle arrangement has the advantage that the side doors are caused to open simultaneously and thus avoid any tendency to derailment of the wheels on the open or Vlightened side of the gable-bottom `car if only one side door opens.

The door operating arrangement consists of toggle links 32, 32, each of which is connected at its .outer end by a pin 33 on the outer flange 28 ofthe side door near its lower edge. The inner end of each link 32 is olset at its upper end 34. There is a crank shaft 35 journalled centrally of the car in the middle of each end sheet and 17. The ends of the shaft 3S extend beyond the end sheets.v The ends of the shaft carry toggle plates 36. The plate 36 is in the form of an isosceles triangle with the crank shaft fastened at the apex. The two opposite' corners carry crank pins 37 upon which the offset upper' ends, 34 are journalled.'V The pins 37 extend on opposite sides of the toggle plate 36, as shown in FIGS, 2 and 3, so that the toggle plate may be oscillated Without the links interfering with each other.

The toggle .plate 36 has an extension in the form of a lever 38 at one end. By this lever the side doors are locked tight, as shown in FIG. 2, or simultaneously opened in the manner illustrated by the view of the opposite end of the car' in FIG. 3. The truck and bolsterjassemblies of the improved gable-bottom car are quite similar to those described and claimed in my copending application tiled February 2l, 1957, Serial No. 641,679.

IIn brief, there is an independent two-wheel truck at one end of the car similar to thatdescribed in'detail in Patent No. 2,699,735. Y `As shown in the accompanying drawings, the truck assembly is attached atvone end of the 'car' to the bolster plate 13 between the side sills 12, 12. This bolster plate 'extends forwardly at the end of the car to form a platform asshowninFIGS.4and 5. ,f A transverse channel beam 39 underlies the bolster plate 13. The bolster plate rests xedly'upon the upper flanges of the channel beam 39 so that the combined structures form a hollow closed beam of lightweight and great strength. The channelV beam 39 and the bolster plate 13 are each 'fixed at their outer ends to the projecting ends of the side sills 12. I

The center line of the bolster plate 13 has a pivot hole 40 whichforms a lower part of a pivot coupling with the adjacent car. The adjacent endl sheet 17 of the adjoining car body 11 carries" the bracket 18 and the pivot pin 19 which has been described above. The pivot pin 19 rests in the pivot hole 40.

To increase the rigidity ofthe bracket 18 it is supported from above-by means of gusset plates 41, 41.

In this manner the pivotal connection `at this end of the gable-bottom car serves to support the weight of the end of the car and also acts as a coupling between the adjacent cars. By the use of this articulated connection, the necessity fora second set of trucks supporting this end of the car is eliminated as well as any need for separate couplers and draft gears such as are customary at both ends of Aconventional non-articulated mine cars. Referring to FIGS. 2 and 5 it will be seen that the bolster plate -13 is tapered inwardly toward the center line of the car. The side sills 12 are also shortened at this points. This reduction in width permits shorter turning radius and also permits the truck and bolster assembly on this car fitting underneath the slope sheets 14, 14 of the adjacent car.

To provide adequate clearance for this purpose, the end sheet 17 is also cut away as shown in FIG. 2 to provide openings 42, 42 through which the bolster plate `13 will pass when the cars are on a curve, as shown in FIG. 6.

The two-wheel truck 16 beneath the bolster plate i3 is similar to what is described in Patent 2,699,735. The bolster plate 13 is provided with a king post 43 vertically disposed above each rail. This king post extends downwardly and lis journalled in a truck pivot bearing or gimbal 44.

'I'he bearing 44 rests in `a pocket between the side frames 45, `45 of each truck 16 between which frames the wheels 46, 46 are mounted in tandem.

The trucks 16 are cross connected on the inside at the rear. Each truck has an inwardly extending tie bar bracket 46, and these brackets are connected by a tie bar 48.

The use of a tie bar which is shorter than the distance between the king post pivots 43 causes the wheels to follow dierent curvatures in Vmaking turns.

As illustrated in FIG. '3, the load is dumped from the car quickly on each side of the track and clear' from the path followed by the cars. This feature is especially valuable in tunnel driving work where it is desirable to dump as rapidly vas possible, leaving the piles of material by the track clear of the cars path, so that they can return quickly for another load. v

It is of course to 4be understood that the articulated train must have a car supported by trucks at both ends. This is accomplished in the present design by duplicating an axleless type truck beneath the end on which there is the pivot pinion 19. In addition the box section bolster formed by the plate 13`and the channel beam 39is well adapted for attachmentwith the conventional couT pler and draft' gear of the usual locomotive.

VIn the above description it has ,been assumed that the cars will be fabricated of suitable sheet steel. However, one or more parts may be made of other materials where they are suitablefor this use.

The above description and drawings illustrate the. preferred form of the invention. However, numerous changes in minor `details of construction and arrangement can easily be carried out within the scope of the invention as defined in the accompanying claims. v'

What I claim is: A 1. In combination" two interconnected cars each with a gable-bottom extending -the full length of the car, a pivotal door on each side of the car, means for operating the doors simultaneously, one end of each car having a forwardly extending bolster plate'with tapered sides, and a vertical pivot carried centrally by the other end of the car for pivotal support on the bolster plate of the adjacent car, theV end of the car on which the pivot is carried being cut away below the gable-bottom on each side of the pivot to clear the bolster plate on the adjacent car when the cars are turning.

2. An axleless gable-bottom car body having side sills and a bolster plate supported thereon across one end, an end sheet mounted on the bolster plate, gablebottom sheets having their inner upper longitudinal edges fastened together at a central peak and attached to the side sills and at one end of the car body to one end sheet, a second end sheet attached to the opposite ends of the gable-bottom sheets, side sheets connecting the end sheets and extending from the top edges of the latter downwardly to -approximate mid-height of the car body, side doors hinged to the end sheets within the lower edges of the side sheets, and means for operating said doors simultaneously. l

3. An axleless gable-bottom car body having side sills and a bolster plate supported thereon across one end, an end sheet mounted on the bolster plate, gable-bottom sheets having their inner upper longitudinal edges fastened together at a central peak and attached to the side sills and at one end of the car body to one end sheet, a second end sheet attached to the opposite ends of the gable-bottom sheets, side sheets connectng the end sheets and extending from the top edges of the latter down- Wardly to approximate mid-height of the car body, an angular member fastened tothe inner lower edges of the side sheets, side doors hinged to the end sheets for movement between said angular members and the lower edges of the side sheets and means for operating said doors simultaneously. A

4. An axeless gable-bottom car body having side sills and a bolster plate supported thereon across one end, au end sheet mounted on the bolstere plate, gable-bottom sheets having their inner upper` longitudinal edges fastened together at a central peak and attached to the side sills and at one Aend of ,the car body to one end sheet.

a second end sheet attached to the opposite ends of the gable-bottom sheets, side sheets connecting the end sheets and extending from the top edges of the latter downwardly to approximate mid-height of the car body, an angular member fastened to the inner lower edges of the side sheets, reinforcing struts connecting said angular members to the peak of the gable sheets, side doors hinged to the end sheets within the side sheets for movement between said `angular members and the lower edges of the side plates and means for operating said doors simultaneously.

5. An axleless gable-bottom car body having side sills and a bolster plate supported thereon across one end, an end sheet mounted on the bolster plate, gable-bottom sheets having their inner upper longitudinal edges fastened together at a central peak and attached to the side sills and -at one end of the car body to one end sheet, a second end sheet attached to the opposite ends of the gable-bottom sheets, side sheets connecting the end sheets and extending from the top edges of the latter downwardly to approximate mid-height of the car body, side doors hinged to the end sheets within the lower edges of the side sheets, a shaft revolubly journaled in the end sheets, toggle plates on the opposite ends of the shaft and links connecting the toggle plates to the ends of the side doors.

6. An axleless gable-bottom car body having side sills and a bolster plate supported thereon across one end, an end sheet mounted on the bolster plate gable-bottom sheets having their inner upper longitudinal edges fastened together at a central peak and attached to the side sills and at one end of the car body to one end sheet, a second end sheet attached to the opposite end of the gable-bottom sheets, side sheets connecting the end sheets and extending from the top edges of the latter downwardly to approximate mid-height of the car body, side doors hinged to the end sheets within the lower edges of the side sheets, flanges on the ends of the doors outside the end sheets, a shaft revolubly journaled in the end sheets, toggle plates on the opposite ends of the shaft and links connecting the toggle plates to the flanges on the doors.

7. An axleless gable-bottom car body having side sills and a bolster plate supported thereon across one end, an end sheet mounted on the bolster plate, gablebottom sheets having their inner upper longitudinal edges fastened together at a central peak and attached to the side sills and at one end of the car body to one end sheet, a second end sheet attached to theA opposite ends of the gable-bottom sheets, side sheets connecting the end sheets and extending from the top edges of the latter downwardly to approximately mid-height of the car body, angular members fastened to the inner lower edges of the side sheets, side doors hinged to the end sheets within the lower edges of the side sheets, ribs extending inwardly from the lower portion of said doors, and means for operating said doors simultaneously.

References Cited in the file of this patent UNITED STATES PATENTS 748,895 Vanderbilt Jan. 5, 1904 1,266,387 Baskerville May 14, 1918 1,432,146 Alldredge Oct. 17, 1922 1,593,748 Campbell July 27, 1926 1,754,111 Latshaw Apr. 8, 1930 1,875,214 Buderus Aug. 30, 1932 2,063,545 Flowers Dec. 8, 1936 2,066,836 Hughes Jan. 5, 1937 2,633,089 Flowers Mar. 31, 1953 2,699,733 Flowers Jan. 18, 1955 2,839,010 Harbulak June 17, 1958 2,856,864 Harbulak Oct. 21, 1958 FOREIGN PATENTS 479,658 Germany .2 July 19, 1929 

